Valve



y 14, 1929- I 'w. WILSON 13, 1

VALVE Filed Feb; 25, 1927 I 2 Sheets-Sheet l 14, 12 g Patented May 14, 1929.

VJILLIAM L. WILSON, F IlIl'il'lON, WEST VIRGINIA.

VALVE.

Application filed February 3, 11127.

in locomotives which resemble the Mallet articulated compound general construe tion, there are two sets of driving wheels, each operated by its individual two-cylinder engine, one engine, however, operating; at a higher pressure than the other, and steam being conveyed from the high pressure engin e to the low pressure engine by way olf the receiver pipe. The foregoing explaiuitiou is introduced, in order to define what is meant hereinafter when the high pressure engine, or the low pressure engine, is referred to.

The device forming the subject matter oil? this application aecompl ishes at least three results: First, it maintains normally, and without attention upon the part of an operator, a. proper ratio between, the receiver pipe prersure and the high steam pressiu'e, thereby causing the low pressure engine to do its proportion of the work constantly; secon il, it enables the operator to change the aforesaid ratio, toward one limit, at will, thereby to reduce receiver pipe pressure and to check the action of the low pressure engine, it the low pressure engine is operating its driving wheels to the slipping point; third, it enables the operator to change the aforesaid ratio, toward the opposite limit, at will, thereby to increase receiver pipe pressure and thus to en hance the etl'ectiveness oil the low pressure engine when increased power is desired. The objects above-mentioned, are accomplished, in the present invention, by a single operative structure which is characterized by marked simplicity.

It is within the province of the disclosure to improve generilly, and to enhance the utility of, devices of that type to which the invention appertains.

With the above and other objects in view, which will appear as the description proceeds, the invention resides in the combination and arrangement oi parts and in the details ot construction hereinafter described and claimed, it being understood that changes in the precise embodiment of the invention herein disclosed, may be made within the scope of what is claimed, without departing from the spirit of the invention.

In the drawings Figure 1 shows in side elevation, a device constructed in accordance with the invention, the valve which handled. by the operator being; omitted;

Figure 2 is a bottom plan of the device depicted in Figure 1;

, er is a top plan 01' the structure shown in l i rure 1;

Figure 5 is a sectional view oil the device disclosed in Figure l, the opcratoids valve being shown, and parts he broken away.

The specific material cml'ibdiinent which the invention assumes, will be governed in some measure by the construction ot the locomotive enszine whcreon the invention used by the tact that the invci'ition is being up plied to an old engine or is being hui ti into a new 0 .e, and by other circumstances which need not he alluded to. 'lilhe device, in the present disclosure, comprises a valve casing which, considered as an entity, is marked, by the numeral 1. The valve casing); 11 includes a tubular body 52 provided with :i lateral ex tension 3 l'iaving a passage (t which cou1- municatcs with the interior oi the body 2. The opening l0 in the extension 3 is the oil pipe connection from the lubricator (not shown) in the cab 01'' the engine. The valve :asmg 1 may be supplied with an attaching flange 5, should occasion require.

There are openings 6 in the bottom of the body 2, and in the sides ot the body, near to the lower end thereof, there are lateral ports 7, the openings 6 and the ports 7 con'nnunicating with the receiver pipe (not shown). The side ports 7 couununicate with ports 8 formed in a bushing 9 which is retained in the lower end of the body 2.

In the upper end of the body 2 is located a bushin 10 provided at its upper end with an outstanding flange. 11 that overlaps the upper end of the body 2 a little, pressure being exerted on the upper end of the bushing 10, to hold it in place, by a cap 12 which is connected by securin devices 1 1 with the upper end of the body 2, a packing gasket 15 being interposed between the cap 12 and the upper end oi? the bushing 10. The bushing 10 an upper chamber 17 which is slightly larger in diameter than the lower chamber 18, there being a shoulder 16 in the bushing; 10 at the inner ends of the chambers 17 and 18.

The device comprises a valve 19 slidable in the bushing 9, a piston 20 slidable in the lower chamber 18 of the bushing 10, and a piston 21 slidable in the upper chamber 17 of the bushing 10. The valve 19 is somewhat larger in diameter than the piston 20, and the relative diameters of the valve 19 and the piston determine the ratio at which receiver pipe pressure, derived through the openings 6 and the ports7-8, balances high steam pressure entering through the passage 4 in the extension 3. The piston 21 is a triiie larger in diamet r than the piston 20, so that the piston 21 may have the advantage when pressure is admitted (through the registering ports 27, hereinafter dcscribet into the space between the pistons 21 and 20. The members 19, 20 and 21 are provided with packing rings 22, and are connected, for siinultaneous movement, in any suitable way. Thus, as shown in Figure 3, the *alve 19 has a tubular hub 23, the upper end of which is received in a recess 2st in the piston 20, the piston 20 and the piston 21 being joined by a reduced neck 25, a securing device 26, such as a bolt and superposed nuts, passing through the members 19, 20 and 21, through the hub 23, and through the neck 25. F or convenience in claiming the invention, the part 19 may be alluded to as a valve, the part 20 as an inner piston, and the part 21 as an outer piston.

There are registering side ports 27 in the body 2 and in the bushing 10, these ports opening into the space between the piston 21 and the piston 20, and, more specifically, opening through the shoulder 16. The cap 12 is supplied with a port 28 which communicates with the chamber 17. A pipe 29 communicates with the port 28, and the ports 27 communicate with a pipe 30. The pipes 29 and 30 are controlled by a valve mechanism 31, generally located in the cab of the locomotive, and under the control of an operator to admit steam at high pressure, and preferably at boiler pressure, to the pipes 29 and 30, one at a time. The valve mechanism 31 is not described in detail, because I know that no specific'kind of an operators valve can be covered in this application, and because there are many stock valves that can be substituted for the valve mechanism at 31, to function in the way hereinbefore mentioned in connection with the valve mechanism 31.

Suppose that the parts are arranged as shown in Figure 5, the valvemechanism 31 being so set that pressure is out 01f from the pipes 29 and 30. High pressure steam enters through the passage 4: and moves by way of the ports 87 into the receiver pipe, thereby to secure a proper pressure in the receiver pipe, and to insure that the low pressure ongine will do its ust share of the work. hen the receiver pipe pressure builds up to the predetermined point that is fixed by the relative diameters of the valve 19 and the piston 20,the high pressure steam between the members 19 and 20 operates, through the piston 20, to raise the members 20 and 19, the ports S7 being closed by the valve 19 against the ilow of high pressure steam from the passage e to the ports 87. \Vhen receiver pipe pressure is reduced, the valve 19 uncovers the ports 8-7 and receiver pipe pressure builds up again. The result is that a proper ratio of pressures between the steam at high prossnre, and steam at receiver pipe prcssurc, is maintained at all times, and the low pressure engine, which depends upon the receiver pipe, and the ports 8i', for its supply, will bear its proper burden in the propelling ol' the train which the locomotive is hauling.

It the driving whccls of the low pressure engine begin to slip, duo in any cause, thc opcrater can manipulate the valve ill so as lo iit pressure to the pipe 39 and the ports 21', the pressure passing into the chamber is, between the pistons 21 and 2d. The parts 21, 20 and 19 then will move together, because the piston 21 is of greater diameter than the piston 20, and the valve 19 will movc to closed position with respect to the ports 8 7, thus cutting oil the pressure dolivcrcd ihroiurh ihc ports S i, and enabling the drivers oi' the low pressure engine to acquire a hold upon the rails.

\Vhon additional power is desired. the valve mechanism 31 so operated as in dclivcr high pressure steam on top of the piston 21 through the pipe 29 and the port 11'. Then, the valve 19 is held in open position with respect to the ports 8-7, as in .liiguro 5, or is moved to that position, and the low pressure engine gels increased prcssuro by way oi the ports 7'8 and the passage 1-.

hat is claimed is t A. device oi the class dem-ribcd, comprising a casing, a valve, an outer piston, an inner piston located between the valve and the outer piston, ti o valve and the pistons being slidable as one piece in the casing, the valve being of larger diameter than the inner piston. means tor supplying pressure to the casing bctwccn the valve and the inner piston. the casing having a port so located that it will be opened by the valve and placed in communi -ation with said means when the valve moves toward one end oi. the casing. mca us under the control of an operator for admitting pressure between the outer piston and the opposite end of the casing, the outer piston being of smaller diameter than the valve. and means under the control oi? an operator for admitting prcssure between the pistons. the inner pisl on being of smaller diameter than the outer piston.

In testimony that 1 claim the foregoing as my own, I have hereto ailixcd my signal urn.

WILLIAM L. \VTLSON. 

